<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>How to design an fMRI-compatible driving simulator: A systematic review</title>
      <link>https://trid.trb.org/View/2625339</link>
      <description><![CDATA[This systematic review provides key considerations for designing a functional magnetic resonance imaging (fMRI)-compatible driving simulator. This study included original articles that utilized simulators with a wheel, pedal, or joystick under an fMRI scanner, searched across databases like Scopus, PubMed, and Embase up to November 2024. The risk of bias in individual studies was apprized using the Joanna Briggs Institute’s (JBI) risk of bias tool for quasi-experimental studies. A total of 22 articles were included, with the United States leading in publications. The studies involved 476 participants, 56% of whom were male, with a mean age of 26.6 years and median 3 years of driving experience. Seventeen studies used pedals, with 11 incorporating both gas and brake pedals. The simulated environment mainly consisted of a 2-lane road with green shoulders on both sides and distractions included white and yellow lines, lights, pedestrians, and moving vehicles. Four studies used a joystick in their driving simulator. Almost all the articles mentioned the imaging settings in detail. The article discusses key features of fMRI-compatible driving simulators and suggests that future research should consider pedal differences, road and weather conditions, and the impact of hand dominance on driving performance.]]></description>
      <pubDate>Thu, 18 Dec 2025 15:37:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2625339</guid>
    </item>
    <item>
      <title>Investigation of the moisture migration mechanism in emulsified asphalt cold recycled mixtures using low-field nuclear magnetic resonance</title>
      <link>https://trid.trb.org/View/2563480</link>
      <description><![CDATA[Moisture migration directly affects the microstructural evolution of emulsified asphalt cold recycled mixture (EACRM), which influences mechanical performance. The gap hinders a deeper understanding of moisture dynamics’ effect on mechanical performance development and limits the optimization of mixture design at the micro level. This research employed low-field nuclear magnetic resonance (LF NMR) to provide insight into the underlying mechanisms of moisture migration and pore structure evolution throughout the curing process of EACRMs with three gradations. Results show that the moisture loss rate in EACRM decreases with finer aggregate gradation, indicating that grading structure governs early dehydration. The fourth hour marks the transition from rapid to slow moisture loss. About 90 % of internal moisture resides in small pores (<0.5 μm). Moisture in EACRM follows a similar migration path across gradations: it moves from small to medium and large pores, where content first increases due to migration, then decreases due to evaporation. Small pores shrink continuously during curing, and diameters are reduced by over 30 %. Medium pores first contract and then expand due to shrinkage of cement hydration products, with earlier expansion observed at higher moisture levels. The time-dependent evolution of moisture and pore structure aligns with the known development of mechanical properties in EACRM, suggesting an intrinsic coupling mechanism. These findings can provide a reference for modeling the interdependence of moisture migration, pore evolution, and mechanical behavior.]]></description>
      <pubDate>Wed, 23 Jul 2025 09:14:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2563480</guid>
    </item>
    <item>
      <title>Study of the Hydrocarbons Molecular Structure in Marine Diesel Fuels Using FTIR and NMR Methods</title>
      <link>https://trid.trb.org/View/2573052</link>
      <description><![CDATA[A study of marine diesel fuels was conducted using high-resolution nuclear magnetic resonance (NMR) on 1H and 13C nuclei, Fourier transform infrared spectroscopy, and low-field proton NMR relaxometry. Quantitative information on the composition of hydrocarbon functional groups in diesel fuels was obtained. Data on the degree of aromaticity and branching of molecular fragments were obtained. Important comparative data on the composition of various types of diesel fuel are presented. Spectral interpretation of the chemical composition of marine diesel fuels is confirmed by literature data from studies of other petroleum products. For the first time, the distributions and values of relaxation times for each diesel fuel were determined, reflecting differences in the properties of hydrocarbons, such as increasing chain length, degree of saturation, and the presence of heteroatoms. Fuel Ecto Diesel (grade C) has a transverse relaxation time T₂=777.30 ms, and it possesses the lowest viscosity. Fuel oil has a relaxation time T₂=5.75 ms and the highest viscosity. A decrease in T₂ is caused by a decrease in molecular mobility with increasing viscosity. The study of the properties of marine diesel fuels by non-destructive analytical methods is necessary for the development of an expert system for assessing and diagnosing the condition of marine engines.]]></description>
      <pubDate>Fri, 18 Jul 2025 09:05:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2573052</guid>
    </item>
    <item>
      <title>Characterization of pore water distribution in unsaturated soils during drying process with NMR and soil-water characteristic curves</title>
      <link>https://trid.trb.org/View/2459370</link>
      <description><![CDATA[The soil–water characteristic curve, which illustrates the relationship between water content and matric suction, is crucial for both unsaturated soil theory and engineering applications. Since water content significantly affects unsaturated soil strength, experimentally examine the distribution of water within the soil matrix. First, three types of soil are prepared for nuclear magnetic resonance and pressure plate tests, conducted over a range of matric suctions from 0 to 1400 kPa. Then, the pressure plate test reveals that matric suction expels free water first, leaving bound water, which remains until reaching critical suction point. NMR test is also performed to analyze the dynamics of pore water distribution during drying process. As matric suction increases, the peak of signal amplitude decreases, shifting leftward, reflecting water drainage from larger to smaller pores. In addition, two drainage stages are identified, considering distinct ranges of matric suction. Large pores drain more quickly, while smaller pores retain water for a longer period, challenging simpler models of pore drainage. The dynamic distribution of pore water reveals the evolution of water expulsion from the soil over time. This sheds light on water distribution and drainage behavior, emphasizing the need for advanced models that account for pore connectivity and water retention mechanisms.]]></description>
      <pubDate>Thu, 12 Dec 2024 16:57:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2459370</guid>
    </item>
    <item>
      <title>A nuclear magnetic resonance based quantification of pore water distribution in unsaturated soils</title>
      <link>https://trid.trb.org/View/2089977</link>
      <description><![CDATA[This study presents a novel approach to quantify the distribution characteristics of pore water in unsaturated soil by using the nuclear magnetic resonance (NMR) technology. The SWCC and NMR T₂ curves under different matric suction were measured during the drying process of soil specimen, and a conversion relationship between T₂ and pore radius r of was determined. The method using capillary drainage model to simulate soil drying process was feasible, and pores of unsaturated soil were divided into saturated pore, unsaturated pore, and dry pore when the suction exceeded the air entry value. Pore water distribution curve based on T₂ well described the distribution characteristics of pore water in unsaturated soil; the quantification of pore water distribution was realized through a defined index named pore water damage potential (Mcp), and a good mathematical relationship was observed between the relative damage degree and the matric suction. By introducing the Mcp, a modified VG model that reflected the characteristics of pore water distribution was in a good quantitative agreement with the experimental observations. The results achieved provided a valuable reference for revealing the internal mechanism of SWCC and establishing mechanical model of unsaturated soil based on pore water distribution.]]></description>
      <pubDate>Fri, 27 Jan 2023 10:46:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2089977</guid>
    </item>
    <item>
      <title>Usage of Nano-TiO₂ or Nano-ZnO in Asphalt to Resist Aging by NMR Spectroscopy and Rheology Technology</title>
      <link>https://trid.trb.org/View/2056003</link>
      <description><![CDATA[Antiaging effects of two inorganic nanoparticles [4% nano-titanium oxide (nano-TiO₂) and nano-zinc oxide (nano-ZnO)] on asphalt were investigated by liquid-state nuclear magnetic resonance (NMR) spectroscopy, multiple stress creep recovery (MSCR) tests, and linear amplitude sweep (LAS) tests. The rheology test results showed that rutting and fatigue performance of asphalt binder increased with the addition of nano-oxides, and the addition of nano-ZnO showed improved rutting resistance and fatigue life compared with nano-TiO₂. H1 NMR spectroscopy shows that the aromatic hydrogen ratios and branchiness index (BI) of asphalt decrease significantly after aging. It indicated that some isomerization and dehydrogenation occurred during the aging process. After adding nano-oxides into asphalt binder, the aromatic hydrogen content and the number of branched chains in asphalt susceptible to oxidation are further reduced, which slows the aging degree of asphalt. C13 NMR spectroscopy shows that the content of aromatic carbon is the key factor affecting asphalt aging. After original asphalt aging, the aromatic carbon ratios decreased, and adding nano-oxides into asphalt binder, whereas two kinds of nano-oxide-modified asphalt have different trends of aromatic carbon ratios. The antioxidant mechanism of nano-TiO₂ is to inhibit the loss of aromatic carbon, whereas the oxidation of nano-ZnO-modified asphalt either inhibits the reaction of aging or causes sufficient aromatization to offset the influence of different degrees of asphalt aging.]]></description>
      <pubDate>Tue, 24 Jan 2023 09:31:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2056003</guid>
    </item>
    <item>
      <title>Quantification of Recycled Engine Oil Bottoms in Asphalt Binder Using Nuclear Magnetic Resonance Techniques</title>
      <link>https://trid.trb.org/View/2030235</link>
      <description><![CDATA[Recycled engine oil bottoms (REOBs) are widely used in asphalt binders for modification and cost saving. However, more early road failures have appeared on the pavements constructed with REOB-modified asphalt binders in North America, leading to the bans and limits of its use and the interest in REOB’s quantification in asphalt binders. This study aims to systematically introduce a quantifying method via liquid-state nuclear magnetic resonance (NMR) techniques. One base asphalt binder, two REOB resources, and eight blend samples were measured by H1 NMR, C13 NMR, and heteronuclear single-quantum correlation (HSQC) NMR. Peaks at 1.1 and 1.4 ppm in H1 spectra and peaks at 31.2, 38.1, and 59.5 ppm in C13 spectra were found only in REOB samples and asphalt samples containing REOBs and derived from polyisobutylene (PIB). The indexes of peak ratio and area ratio could well characterize the relative contents of REOB within a certain concentration range. Finally, an obvious peak at (1.4 ppm, 59.5 ppm) (F2, F1) was found and suggested as a characteristic peak of REOB via the HSQC NMR test.]]></description>
      <pubDate>Wed, 23 Nov 2022 13:34:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2030235</guid>
    </item>
    <item>
      <title>Marine Engine Oil Diagnostics by Means of NMR Spectroscopy and Relaxometry of Protons</title>
      <link>https://trid.trb.org/View/2035701</link>
      <description><![CDATA[The goal of this work is to investigate fresh and used marine engine oil by high-resolution 1H nuclear magnetic resonance (NMR) as well as by NMR relaxometry with Laplace transform inversion. The largest decrease in the molar content of CH3 groups was observed in used 10W40 oil, from 37.7% to 27.3%, and the largest increase in the content of CH groups was observed in 15W40 engine oil, from 8.8% to 11.5%. The inversion method based on standard deviation minimization and regularization (RILT) was used to obtain the distribution of relaxation times. It is demonstrated that the bimodal distributions of the longitudinal relaxation times practically differ very little between fresh and used oils. T₂ relaxation times for the used 10W40 oil (21 ms and 63 ms) shift to shorter values in the bimodal distribution when compared to fresh oil (25 ms and 89 ms). The T₂ relaxation times for the used M-4015 oil increased from 14 ms and 42 ms to 19 ms and 60 ms, respectively. This indicates a change in the mobility of the functional groups of macromolecules caused by a change in the viscosity of the used oil. It is proposed to use the NMR method of proton relaxometry and the distributions of relaxation times to diagnose marine engines using used motor oil.]]></description>
      <pubDate>Mon, 31 Oct 2022 10:21:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2035701</guid>
    </item>
    <item>
      <title>MagMonitor: Vehicle Speed Estimation and Vehicle Classification Through A Magnetic Sensor</title>
      <link>https://trid.trb.org/View/1907336</link>
      <description><![CDATA[Internet of Things (IoT) is playing an increasingly important role in Intelligent Transportation Systems (ITS) for real-time sensing and communication. In ITS, vehicle types, volume and speeds provide important information for road traffic management. However, the present methods for on-road traffic monitoring are lacking in providing cost-effective means to meet the demands. In this paper, the authors propose MagMonitor, a novel method for on-road traffic surveillance through a single small and easy-to-install magnetic sensor. The developed magnetic sensor system is wireless-connected, cost-effective, and environmental-friendly. First, a magnetic model of a moving vehicle is presented. The model employs multiple magnetic dipoles for modelling moving vehicle and varies depending on the on-road vehicle types. Through modelling of local magnetic field perturbations caused by moving vehicles, they extract the characteristics of magnetic waveforms for vehicle identification and speed estimation. The proposed model and estimation technique are validated with real field experimental data. Furthermore, they analyze and compare the performance of the proposed estimation technique with other speed estimation algorithms, which shows the superior accuracy of the proposed technique.]]></description>
      <pubDate>Mon, 28 Feb 2022 09:53:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1907336</guid>
    </item>
    <item>
      <title>Behind the wheels with autism and ADHD: Brain networks involved in driving hazard detection</title>
      <link>https://trid.trb.org/View/1769303</link>
      <description><![CDATA[Driving is a cognitively challenging task, and many individuals with autism spectrum disorder (ASD) or with attention-deficit/hyperactivity disorder (ADHD) struggle to drive safely and effectively. Previous evidence suggests that core neuropsychological deficits in executive functioning (EF) and theory of mind (ToM) may impact driving in ASD and ADHD. This functional magnetic resonance imaging (fMRI) study compares the brain mechanisms underlying ToM and EF during a hazard perception driving task. Forty-six licensed drivers (14 ASD, 17 ADHD, 15 typically developing (TD)), ages 16–27 years, viewed a driving scenario in the MRI scanner and were instructed to respond to driving hazards that were either “social” (contained a human component such as a pedestrian) or “nonsocial” (physical objects such as a barrel). All groups of participants recruited regions part of the “social brain” (anterior insula, angular gyrus, right middle occipital gyrus, right cuneus/precuneus, and right inferior frontal gyrus) when processing social hazards, and regions associated with motor planning and object recognition (postcentral gyrus, precentral gyrus, and supplementary motor area) when processing nonsocial hazards. While there were no group differences in brain activation during the driving task, years licensed was predictive of greater prefrontal and temporal activation to social hazards in all participants. Findings of the current study suggest that high-functioning ASD and ADHD licensed drivers may be utilizing similar cognitive resources as TD controls for decisions related to driving-related hazard detection.]]></description>
      <pubDate>Mon, 29 Mar 2021 12:06:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1769303</guid>
    </item>
    <item>
      <title>Evaluation of Poly 2-Hydroxyethyl Methacrylate—Modified Bitumen Aging Using NMR and FTIR Techniques</title>
      <link>https://trid.trb.org/View/1754479</link>
      <description><![CDATA[The aging of bitumen occurs during heating of bitumen and production, storage, transport, laying, and compaction of hot mix asphalt and asphalt pavement serviceability time. This study investigated the effect of poly 2-hydroxyethyl methacrylate (PHEMA) with different percentages (3%, 5%, and 7% by weight) on the aging of pure bitumen. The rolling thin film oven (RTFO) and a pressure aging vessel (PAV) tests were used to prepare short- and long-term aged bitumen. The physical and chemical structure of aged bitumen samples was investigated using softening point test, Fourier transform infrared spectroscopy (FTIR), and nuclear magnetic resonance (NMR) techniques. The result shows the PHEMA delays aging and thus decreases the aging indexes of bitumen.]]></description>
      <pubDate>Thu, 17 Dec 2020 09:55:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1754479</guid>
    </item>
    <item>
      <title>Xonotlite and Hillebrandite as Model Compounds for Calcium Silicate Hydrate Seeding in Cementitious Materials</title>
      <link>https://trid.trb.org/View/1732461</link>
      <description><![CDATA[The demand for more environmentally friendly cement with no disadvantages in relation to hydration activity has led to the development of various additives to accelerate cement hydration. As calcium silicate hydrate (C-S-H) is the major hydration product of cement and is responsible for its mechanical properties, it plays an outstanding role in the discussion of nanoparticle additives. Nevertheless, the investigation of its mechanism of action is complicated by the similarity of its properties to those of the C-S-H that forms as an initial hydration product. Crystalline C-S-H phases, on the other hand, can be easily distinguished from the original hydration products, which makes them a valuable model compound for studying the mechanisms of nucleation seeding in cementitious materials. In this paper, the effect of crystalline types of C-S-H as nucleation seeds are presented. Xonotlite and hillebrandite were thoroughly characterized using nuclear magnetic resonance, X-ray diffractometry (XRD), scanning electron microscopy (SEM), and infrared spectroscopy (IR) and were then used as an admixture for alite pastes. Low-vacuum SEM images of the hydrated pastes revealed that xonotlite can significantly promote the visible etch pit formation on C3S clinker particles, which was not found to be true for hillebrandite. Whether the phases act as a nucleation site is assumed to be strongly dependent on the mineralogy: hillebrandite appeared to be heavily overgrown, but xonotlite did not show any hydration products on its surfaces after the same hydration time of up to 24?h. The diverse effect of the minerals was confirmed by the accelerating behavior in isothermal heat flow calorimetry and by XRD.]]></description>
      <pubDate>Mon, 31 Aug 2020 15:05:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1732461</guid>
    </item>
    <item>
      <title>Magnetic Resonance Imaging of the Internal and External Hydrodynamics in Wall-flow Particulate Filters</title>
      <link>https://trid.trb.org/View/1704571</link>
      <description><![CDATA[Magnetic resonance imaging (MRI) has been used to investigate gas flow in diesel and gasoline particulate filters, exploring gas flow both within the channels and also at the entrance and exit of the filters (expansion and contraction effects). The latter measurement can be used to measure turbulent diffusivity in the filter bulk flow characteristics, and therefore estimate the importance of entrance and exit effects in contributing to overall filter back pressure as the filter properties and/or exhaust flow changes (i.e. with Reynolds number). The former measurement gives information that can be used to evaluate filter performance, in particular with respect to filtration efficiency, and examples will be shown from our measurements on diesel filter systems.       ]]></description>
      <pubDate>Fri, 19 Jun 2020 14:19:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1704571</guid>
    </item>
    <item>
      <title>A neuroscientific evaluation of driver rehabilitation: Functional neuroimaging demonstrates the effectiveness of empathy induction in altering brain responses during social information processing</title>
      <link>https://trid.trb.org/View/1704699</link>
      <description><![CDATA[An alarming number of traffic-related deaths occur each year on European roads alone. Figures reveal that the vast majority of road-traffic accidents are caused by drivers themselves, and so further improvements in road safety require developments in driver training and rehabilitation. This study evaluated a novel approach to driver rehabilitation–specifically, empathy induction as a means of changing attitudes towards risky driving. To assess the effectiveness of this method, the present study employed functional magnetic resonance imaging (fMRI) to compare brain function before and after a short program of empathy induction in 27 drivers whose licenses had been revoked after serious traffic offences (rehabilitated drivers [RDs]). In an extension of their previous research, the authors first assessed whether neural responses to empathy-eliciting social stimuli changed in these RDs. In order to isolate the neurophysiological effects of empathy induction from any other potential influences, the authors compared these RDs to a sample of 27 age-, handedness- and driving experience-matched control drivers (CDs) who had no exposure to the program. The authors then performed dual-fMRI “hyperscanning” to evaluate whether empathy induction changed brain responses during real-world social interactions among drivers; namely, during co-operative and/or competitive exchanges. The authors' data reveal that RDs exhibited weaker brain responses to socio-emotional stimuli compared with CDs prior to the program, but this difference was reversed after empathy induction. Moreover, the authors observed differences between pre- and post-program assessments in patterns of brain responses in RDs elicited during competitive social exchanges, which they interpret to reflect a change in their proclivity to react to the perceived wrong-doing of other road users. Together, these findings suggest that empathy induction is an effective form of driver rehabilitation, and the utility of neuroscientific techniques for evaluating and improving rehabilitation programs.]]></description>
      <pubDate>Mon, 15 Jun 2020 10:44:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1704699</guid>
    </item>
    <item>
      <title>Do Polyepoxy/Polyisocyanate Composite Resins for Concrete Protection Perform Better Than Either of Their Components?</title>
      <link>https://trid.trb.org/View/1678049</link>
      <description><![CDATA[Polyepoxy and polyisocyanate resins are currently in use for protecting concrete and especially steel structural elements in concrete from water-induced corrosive processes. The newest class of materials consists of polyepoxy/polyisocyanate composite resins. The underlying paradigm of using these composite materials is that they show structural synergy, leading to improved material properties, such as improved adhesion to concrete surfaces and higher durability, resilience, and weather resistance. The first phase of this research project consisted of the synthesis and chemical characterization of the required polyisocyanate resins and polyepoxy/amine resins. These resins are required, because their interaction with each other when adsorbed on concrete will be studied in Phase 2. The research team then investigated the chemical interaction between the model resins that were optimized in the first phase of this project in Phase 2. The thermal stabilities of the resulting composite materials were studied to estimate their resistance against weathering. Researchers could observe enhanced stability of polyisocyanate/polyepoxy/amine co-resins at very broad mixing ratios (5:95 to 95:5 weight ratios), with a maximum of thermal stability at 75:25 polyisocyanate to polyepoxy resin precursors. The observed increase in thermal stability was attributed to the formation of urea-type bonds between isocyanates and amines. This reaction can only occur if the resin precursors for polyisocyanates and polyepoxy/amines are mixed. This formation of novel bonds has been corroborated by nuclear magnetic resonance (¹H-NMR) spectroscopy. The third phase of this research project consisted of the atomic force microscopy (AFM) and magnetic resonance imaging (MRI) of two types of wafers that were provided by Kansas Department of Transportation (KDOT), as well as coated wafers. The final phase of this research project consisted of MRI of optimized polyepoxyamine resin (B) on the surfaces of Type 2 concrete model wafers provided by KDOT. Fast low angle shot MRI (FLASH), rapid imaging with refocused echoes (RARE), and Turbo-RARE imaging clearly demonstrated that polyepoxyamine resin (B) is a very suitable polymer coating for Type 2 concrete wafers. This proves that ultra-high-field MRI imaging is an excellent method for imaging polymerconcrete interfaces. The results clearly demonstrate that polyepoxyamine resins are, principally, superior as protective concrete coatings to polyurethane coatings, which were found not to be strongly adhesive. Mixtures of polyepoxyamine and polyurethane resins were dominated by their polyurethane content and, therefore, not as suitable as pure polyepoxyamine resins.]]></description>
      <pubDate>Tue, 21 Jan 2020 09:48:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1678049</guid>
    </item>
  </channel>
</rss>